Locomotive control system



Dec. 2, 1941. R|LEY 2,264,714

LOCOMOTIVE CONTROL SYSTEM Filed Feb. 20, 1940 /4 Q 2 35 as I VWVWWVWWVW H 3 Sheets-Sheet 1 WITNESSES:

55 INVENTOR Dec. 2, 1941. L. ca. RILEY LOCOMOTIVE CONTROL SYSTEM 3 Sheets-Sheet 2 Filed Feb. 20, 1940 49 I I I 9/0/l/Z/J/4/5/6 I I I IIIIIII INVENTOR Lynn 6'. Riley.

WITNESSES:

5/] I O I,

ATTj RNEY Patented Dec. 2, 1941 LOCOMOTIVE CONTROL SYSTEM Lynn G. Riley, Pittsburgh, Pa., assignor to Westinghouse Electric & Manufacturing Company, East Pittsburgh, Pa., a corporation of Pennsylvania Application February 20, 1940, Serial No. 319,879

8 Claims.

My invention relates, generally, to control systems and, more particularly, to systems for controlling the operation of electric locomotives.

An object of my invention, generally stated, is to provide a controlsystem for electric locomotives Which shall be simple and efficient in operation and which may be economically manufactured and installed.

A more specific object of my invention is to provide a system suitable for controlling a locomotive when operating either on alternating current or on direct current.

Another object of my invention is to provide a control system wherein the same master controller may be utilized for controlling a locomotive when operating on either alternating current or direct current.

A further object of my invention is to provide a control system for synchronizing the movements of controllers in two or more locomotives.

Still another object of my invention is to provide a control system for driving a pilot controller at a fixed speed regardless of quick or erratic movements of the master controller.

A still further object of my invention is to prevent skipping of notches during the notching operation.

Other objects of my invention will be explained fully hereinafter or will be apparent to those skilled in the art.

According to the present invention, a buckboost system of securing a large number of notches, which are a multiple of the number of main transformer taps, is utilized. The buckboost system may be similar to the one disclosed r.-

in Patent No. 2,101,880, issued December 14, 1937, to W. R. Taliaferro and assigned to the Westinghouse Electric & Manufacturing Company. However, in the present system, the operation of the various tap-changing and control switches is For a fuller understanding of the nature and objects of the invention, reference may be had to the following detailed description, taken in conjunction with the accompanying drawings, in which:

Figures 1A, 1B and 1C, when combined, con- Also, the equipment fit] stitute a diagrammatic view of a control system embodying my invention;

Fig. 2 is a chart showing the sequence of operation of certain of the control switches when the locomotive is operating on direct current; and

Fig. 3 is a sequence chart for operation on alternating current.

Referring to the drawings, the system shown therein comprises a plurality of motors I0, I l and I! having armature windings l3, I4 and I5 and series field windings I6, I! and I8, respectively, a transformer [9 having a primary winding 2| and a secondary winding 22 for varying the motor voltage when the locomotive is operating on alternating current, and resistors 23 to 30, inclusive, for varying the motor voltage when operating on direct current.

A plurality of main tap switches l to 5, inclusive, are provided for changing taps on the secondary winding 22 of the main transformer I9. In order to increase the number of steps obtainable for varying the motor voltage with a relatively small number of taps on the main transformer, an auxiliary buck-boost transformer 3| having a primary winding 32 and a secondary winding 33 is utilized. The secondary winding 33 is connected in the motor circuit as shown and the primary winding 32 may be connected to different taps on the main transformer by means of a plurality of auxiliary tap switches a, b, c, d and. e. A preventive coil 34 is provided in the circuit for the primary winding 32 to permit certain of the auxiliary tap switches to be closed at the same time without short-circuiting a portion of the main transformer IS. The buck-boost system illustrated is of the type described and claimed in the aforementioned Patent No. 2,101,880. However, it will be understood that other buck-boost systems for controlling the motor voltage may be utilized if desired.

In order to vary the motor voltage while operating on direct current, a plurality of switches RI, R2, R3, R4, LRI, LRZ, VI, V2, V3 and V4 are provided for changing the resistor connections and shunting the resistors 23 to 30 from the motor circuit. In addition to the foregoing switches, line switches LSI, LS2 and motor switches MI, M5, M9, Al, A4, A5, A8, A9 and All are provided for connecting the motors to the power source in the desired relation. A series switch S is also utilized for changing the motors from series to parallel operation. Field shunting switches FSI, PS5 and FS9 are provided for shunting the series field windings l6, l1 and I8,

operation by'theoperator of the locomotive. pilot controller PC having drum segments 41 olution of the winding 22, is utilized for interlocking certain of the switches to prevent the incorrect operation thereof. A similar relay 39, having an operating coil 4| which is connected in series with a resistor 42 across the power circuit for the motors when operating on direct current, is also utilized to provide protective interlocking for certain of the switches. It will be seen that the relay 31 is energized when the locomotive is operating on alternating current and the relay 39 is energized when operating on direct current. Therefore, the contact members of. these relays may be utilized to insure the correct operation of certain switches which are required for either alternating current or direct current service.

The control energy for operating the control I apparatus may be supplied from a battery or other suitable source (not shown) in accordance with a familiar practice. A changeover switch 43 is provided for energizing certain portions of the control equipment when the'locomotive is operating on alternating current and other portions of the control equipment when operating on direct current.

A manually operated master controller MC having segments, and 45 is disposed for A and 48 and a plurality of carryover contact segments 49 is located remotely from the master controller MC. Corresponding fingers on the master controller MC and the pilot controller PC are'conne cted by conductors 52 to 68, inclusive, as shown. As will be explained more fully hereinafter, the operation of the controllers is such that the pilot controller is automatically operated to a position which corresponds to any position to which the master controller may be operated. I

As shown, the pilot controller is geared to a controller AD having segments 1|, 12 and 13 and also to abuck-boost controller BB having a segment 14. The segment H of the controller AD is utilizedto control the operation of the main tap switches l to 5, inclusive, while the locomotive is operating on alternating current. The segments 12 and 13 are utilized to control the resistor shunting switches and certain of the motor-connecting switches while operating on direct current. Thebuck-boost controllerBB is utilized to control the operation of the auxiliary tap switches a to e while operating on alternating current. The ratio of the gears which drive these controllers is such that the buck-boost controller makes two and one-half revolutions for each rev- V pilot'controller PC and the controller AD. e I

The controllers PC, AD and BB are driven by a pilot motor PM having an armature winding 15'and field windings 16 and 11. The field winding 16 is disposed to cause rotation of the pilot motor in an on direction and the field winding 11 causes rotation in an ofi direction. Adirection'alrelay DR having actuating coils 18 and19 is-provided'for controlling the direction of rotation of the pilot motor PM. The coil 18, when energized, actuates the contact members of the relay to the position shown in the drawings. When the coil 19 is energized the contact members of the relay are actuated to their other position. The relayis of such a construction that it remains in the position to which it was actuated by the coil last energized until the other coil is energized to operate. the relay to the opposite position. In this manner a resistor 89is connected in the circuit for the armature winding 15 of the pilot motor to produce dynamic braking of the motor when the operating power is removed from the motor circuit.

In order to prevent the control equipment from advancing past a transition point in the event that the proper main tap, switches have not closed, a holding relay HR is utilized. The actuating coil of the relay HR is energized through interlocks 8lto provided on the main tap switches I to 5, respectively. The relay HR. is provided with contact members 86 and 81 which are so connected in the circuit for the pilot motor PM that the motor cannot advance the'controllers through a transition'point unless the actuating coil of the relay HR, is energized during the transition period. The-interlocks 8| to 85 are so connected in the circuit for. the actuating coil of the relay HR that the relay is not energized unless the proper pair. of main tap switches is closed during the transition period. In this manner incorrect operation of the buck boost switches' beyond a transition point isprevented.

In order that the functioning of the foregoing apparatus may be more clearly understood, the operation of the system will now be described in more detail. Assuming that the locomotive is I operating on a section of the track in which a trolley conductor 88, which is engaged by the pantograph 36, is energized by alternating current, the transfer switch 35 is actuated to the position which connects the transformer 19 to the pantograph 3S. Likewise, the changeover switch 43 is actuated to the position in which a positive conductor 89 of the control source is connected to a conductor 9| which, in turn, is connected to one of the contact fingers engaged by the segment 45 of the master controller MC.

As indicated in the sequence chart in Fig. 3, when the master controller is moved to position I, the main tap switch I, the auxiliary tap switches a and b, and the motor switches AI and A4 are closed, thereby connecting the motor ID to the transformer l9. The energizing circuit for the main tap switch I may be traced from the positive conductor 89" through conductors 92 and 93, the contact segment 46 of the controller MC, conductor 94, an interlock on the relay 31 which isenergized at this time, conductor 96, the segment 1| on the controller conductor 91 and the actuating coil of the switch i to negative. The energizing circuit for the auxiliary tap switch a may be traced from a positive conductor 98 through an interlock 99 on the relay 31, conductor IBI, the segment 14 on the controller BB, conductor I02 and the actuating coil of the switch a to negative. The energizing circuit for the switch 17 extends from the segment 14 on the controller BB through conductor I93 and the actuating coil of the switch I) to negative. The energizing circuit for the motor switch Al may be traced from the positiv conductor 89 through the switch 43, conductor 9|, contact segment 45 of the controller MC, conductor I04, an interlock I95 on the relay 31, conductor I96 andthe actuating coil of the switch Al to negative. The energizing circuit for the switch A4 extends from the previously energized conductor I84 through an interlock II" on the relay 31, conductor I08 and th actuating coil of the switch A4 to negative.

At this time the motor III is connected to the secondary winding 22 of the transformer I9 through the tap switch I, conductor I99, a portion of the secondary winding 33 of the buckboost transformer 3|, conductors II I and I I2, the switch AI, the series field winding IS, the armature winding I3 and the switch A4 to ground. The buck-boost transformer 3!, which is connected to the main transformer at this time through the preventiv coil 34 and the switches a and b, functions to reduce the voltage applied to the motor in the manner described in the aforementioned Patent No. 2,101,880.

When the master controller is moved to position 2, the switches A5 and A8 are closed to ccnnect the motor II in th power circuit. The energizing circuit for the switch A5 may be traced from the contact segment 45 through conductor I I3, an interlock II4 on the relay 3?, conductor H5 and the actuating coil of the switch A5 to negative. The energizing circuit for the switch A8 extends from the conductor H3 through an interlock I IE on the relay 3], conductor III and the actuating coil of the switch A8 to negative. At this time the motor II is energized through a circuit which extends from the conductor II2 through conductor I I8, the switch A5, the series field winding II, the armature winding I4 and the switch A8 to ground.

When the master controller is actuated to position 3, the switches A9 and AI2 are closed to connect the motor I2 in the power circuit. The energizing circuit for the switch A9 extends from the segment 45 through conductor I I9, an interlock I2I on the relay 31, conductor I22 and actuating coil of the switch A9 to negative. The energizing circuit for the switch AI2 extends from the conductor II9 through an interlock I23 on the relay 3'I, conductor I24 and the actuating coil of the switch AIZ to negative. At this time the motor I2 is energized through a circuit which extends from the conductor I I2 through the switch A9, the series field winding I8, the armature winding I5 and the switch AI 2 to ground.

Also, when the master controller is moved to position 3 the pilot motor PM is energized to rotate the pilot controller PC to position 3. The energizing circuit for the pilot motor may be traced from the conductor 53 which is energized through the segment 48 on the controller MC, the segment 48 on the controller PC, conductors I25 and I26, the contact members 81 on the relay HR, conductor I21, the coil I8 on the di rectional relay DR, conductor I28, the field wind" ing I6 and the armature winding I5 of the pilot motor and conductor I29 to negative. It will be seen that the pilot controller PC will be stopped on position 3 since the segment 48 moves oil of the contact finger to which the conductor 53 is connected, thereby deenergizing the pilot motor.

When the master controller MC is actuated to position 4, thereby energizing the conductor 54, the pilot controller is immediately driven to position 4 by the pilot motor PM. The segment 48 is energized by the conductor 54, thereby energizing the pilot motor through the circuit previously described. When the pilot controller reaches position 4, the segment 48 is deenergized, thereby deenergizing the pilot motor, which is immediately stopped by the dynamic braking circuit which extends from one terminal of the armature I5 through the ofi" field winding 11, a. conductor I3I, contact members I32 of the relay DR, the resistor and conductor I29 to the other terminal of the armature I5.

It will be noted that the carryover contacts 49 on the pilot controller PC function to prevent the pilot controller from being stopped between positions. The contact segments 49 bridge contact fingers I33 and I34 while the pilot controller is traveling from one position to the next, thereby maintaining an energizing circuit for the pilot motor PM which may be traced from the positive conductor 89 through conductors 92 and 93, the contact fingers I33 and I34 bridged by the segments 49, conductor I35, contact members I36 on the relay DR, the coil 18, conductor I28, the field winding I6, the armature winding I5 and conductor I29 to negative.

As sh'own by the sequence chart in Fig. 3, when the master controller is on position 4 and like wise the pilot controller is on position 4, the buck-boost controller is also driven to position 4 by the pilot motor. When the buck-boost controller is actuated to position 4, the auxiliary tap switch a is deenergized and the auxiliary tap switch 0 is energized, thereby increasing the voltage applied to the motors III, II and I2. The energizing circuit for the switch 0 may be traced from the contact segment I4 on the controller BB th'rough conductor I31 and the actuating coil of the switch c to negative.

When the master controller MC is moved to position 5, the pilot controller PC is immediately driven to position 5 by the pilot motor in the manner hereinbefore explained. Likewise, the buck-boost controller BB is actuated to position 5, thereby deenergizing the auxiliary tap switch b and energizing the switch d. The energizing circuit for the switch (1 extends from the segment I4 through conductor I38 and the actuating coil of switch d to negative.

Similarly, when the master controller is moved to position 6, the pilot controller and the buckboost controller are rotated to position 8 by the pilot motor. This time the switch 0 is deenergized and the switch e closed. The energizing circuit for the switch e may be traced from the segment I4 through conductor I39 and the actuating coil of the switch e to negative.

Also when the master controller is on position 6, the controller AD is driven to position 8 since it is geared to the pilot controller PC. The rotation of the controller AD to position 6 energizes the main tap switch 2 through a circuit which may be traced from the segment 1| through conductor MI and the actuating coil of the switch 2 to negative.

As explained h'ereinbefore, the holding relay HR is energized when the switches I and 2 are both closed as is the case when the controllers are on position 6 which is a transition point. The energizing circuit for the relay HR, may be traced from a positive conductor I42 through the interlock BI on the switch I, conductor I43, the interlock 82 on the switch 2, conductor I44 and the actuating coil of the relay HR to negative. The operation of the relay HR opens its contact members 81 and closes its contact members 86, thereby permitting the pilot motor to be energized through a portion I45 of the segment 48 which engages a finger I46 of the pilot controller when it is on position 8. In this manner the pilot motor is energized when the master controller MC is moved to position I, the circuit for the pilot motor extending from the contact finger I46 through conductors I41 and I48, the contact members 86. of the relay HRand .thence to the pilot motor through the circuit previojuslytraced. Otherwise it would be impossible to energize the pilot motor to drive the pilot controller beyond position 6 since energization of the conductor I25 isprevented by an opening I49 in the segment 48. In this manner advancement'of, the control equip- 'ment beyond a transition point is preventedunless th'e'proper-main tap switches are closed during the transition period. It will be seen that similar provision is made for preventing the advancement of the pilotcontroller during each one of the transitionzperiods, it being necessary for the proper; interlocks BI to 85 on the main tap switches I to to. be closed during transition to energize'the holding relay. HR as hereinbefore described." V

As the master controller is advanced through the remaining positions the pilot controller PC, the buck-boost controller BB and thecontroller AD are rotated to the position corresponding to thatof the master controller'in the manner previously explained. The master controller maybe advanced either step-by-step or it-may be fully ad'vancedfto the last position in one operation. The pilot controller immediately follows the movement ofthe master controller and is stopped on the position corresponding to that at which the master controller is stopped.

As explained hereinbefore the buck -boost cona troller BB makes two and one-half revolutions forTeach revolution of the pilotcontroller PC and the controller AD. The rotation of the buckboosticontroller causes the auxiliary-tap switches a toe to be operated in the order shown in the sequence chart in Fig; 3. Likewise; the rotation of the controller AD causes the operation of the main tap switches Ito 5 as shown in the sequence 'chart; Asfthe controllerAD' advances to the proper positions; conductors I5I, I52 andrl53 are energized to close the main tap switches 3, 4 and .5 at the proper time during the notchingoperatibnsl iIn this manner the main tap switches and the auxiliary" tap switches cooperate with the buck-boost transformer 3I to increase the voltv v ag'e'applied to the motors in the manner described in the aforementioned Patent 2,101,880.

- Kit is desired to lower the voltage applied to the traction niotorsythemaster controller MC ismoved backward toward the oif position, thereby causing the pilot motor PM to be re versed which reverses the direction of rotation of the pilot controller PC, the buck-boost controller BB and the controller AD. Assuming,

for example, that the master controller is returned to position I0, the conductor 60" is ener- 1 gized to energize the segment 4! on the pilot controller PC which, in turn, energizes the pilot motor through a circuit which extends from the segment 4! through conductor I54, the coil I9 of the directional relay DR, conductor I3I, the

off field TI, the armature I5 of the pilot motor and conductor I29 to negative.

In this manner the pilot motor is reversed and also the directional relay DR is operated to its other position by the energization of the coil I9. When the pilot controller reaches position II], the segment '41 is' deenergized, thereby deenergizing the pilot motor. A dynamic braking cirshown, resistor 80 and conductor I29 to the, other terminal of the armature I5. I

Therefore, it will be seen that the master controller may be operated in either direction and that the pilot controller will immediately follow to the position corresponding to that of the mas ter controller. Furthermore, it will be seen that the equipment herein described is suitable for the multiple operation of locomotives or cars,

since any number of pilot controllers and the associated control equipment may be controlled from one mastercontroller by merely duplicating the pilot controller and its associated equipment in each locomotive which is to be controlled from the one master controller. I

When the locomotive or vehicle is operated in a section of the track system in which the power conductor 88 is energized from a direct current source, the changeover switch 35 is thrown to its lowermost position in which a conductor I is utilized to connect the motors to the pantoe graph 35, as will be explained more fully hereinafter. Likewise, the control changeover switch 43 is thrown to its right-hand position in which a conductor I56 is energized from the control source to energize the segment 44 of the controller MC when this controller is moved to position I. g 7

As explained hereinbeiore, the coil 4| of the interlocking relay 39 is energized when the changeover switch 35 is in position foroperation the controller AD when the master controller 1 MC is actuated to position I. The energizing circuit for the controller AD may be traced from the positive conductor 89 through conductors 92 and '93, the segment 46 on the controller MC, conductor 94, the interlock I51 on the relay 39 and conductor I53 to the segment I2 of the controller AD. As shown, the segment 13 is connected to the segment I2. At this time, the buckboost controller BB and the segment II of the controller AD are deenergized since the interlocking relay 3! is deene'rgized. 'Therefore, the rotation of the controller BB and the segment II of thecontroller AD has no effect while the locomotive is operating on direct current.

As shown by the sequence chart in Fig. 2,when the master controller MC is actuated to position I, the switches LSI, VI, MI, AI2 and S are closed to connect the motors to the direct current power source in series-circuit relation. The energizing circuit forthe switch LSI may be traced from the segment 44 on the controller MC through conductor IGI and the actuating v coil of the switch LSI to negative. The energizing circuit 'for the switch VI may be traced from the segment I2 on the controller AD through conductor I 62 and the actuating .coil of the switch VI to negative. The energizing circuit for the switch MI extends from the segment 44 on the controller MC through conductor I63 and the actuating coil of the switch MI to negative.

The energizing circuit for. the switch AI 2 extends from the segment 44 through conductor I54, an interlock I65 on the relay 39 which is closed at this time, conductor I66 and the actuating coil of the switch AI2 to negative. The energizing circuit for the'switch S may be traced from the segment 44 on the controller MC through conductor I 67, and the actuating coil of the switch S to negative.

At this time the motors II), II and I2 are con nected to the power source in series-circuit relation and in series with a portion of the motor accelerating resistors. The circuit for the motors may be traced from the pantograph 36 through the switch 35, conductors I55 and I63, the switch LSI, conductor I69, the resistors 25, 25 and 21, conductor I1I, the switch VI, the resistor 23, conductor I12, the switch MI, conductor I13, the series field winding I6 and the armature winding I3 of the motor I0, conductor I14, contact members I of the switch S, conductor I16, the armature winding I4 and the series field winding I1 of the motor II, conductors I11 and I18, contact members I19 of the switch S, conductor ISI, the series field winding I8 and armature winding I5 of the motor I2 and the switch AI2 to ground.

At this time the field shunting switches FSI, PS5 and F89 are also closed to shunt the field windings of the motors I0, II and I2, respectively, thereby reducing the initial torque developed by the motors to provide a smoother starting of the locomotive. The energizing circuit for the switch FSI may be traced from the segment 12 on the controller AD through conductor I82 and the actuating coil of the switch FSI to negative.

The energizing circuit for the switch F85 extends from the segment 12 through conductor I93 and the actuating coil of the switch FS5 to negative. The energizing circuit for the switch F89 extends from the segment 12 through conductor W4 and the actuating coil of the switch FS9 to negative.

When the master controller is actuated to position 2 the switch S is opened and the switches LS2, V2, M5, M9, A4 and A8 are closed, thereby connecting the motors in parallel-circuit relation. Following the closing of the switch LS2 the switches RI and R2 are closed to shunt the resistors and from the motor circuit. The energizing circuit for the switch LS2 may be traced from the segment 44 on the controller MC through conductor I95 and the actuating coil of the switch LS2 to negative. The energizing circuit for the switch V2 may be traced from the segment 12 on the controller AD through conductor I86 and interlock I81 on the switch LS2, which has just been closed, and the actuating coil of the switch V2 to negative. energizing circuit for the switch RI may be traced from the segment 13 on the controller AD through conductor I88, an interlock I89 on the switch LS2, conductor I9I and the actuating coil of the switch RI to negative. The energizing circuit for the switch R2 extends from the segment 13 through conductor I92, an interlock I93 on the switch LS2 and the actuating coil of the switch R2 to negative. The energizing circuit for the switch M5 may be traced from the segment 44 on the controller MC through conductor I94 and the actuating coil of the switch M5 to negative. The energizing circuit for the switch M9 extends from the conductor I94 through the actuating coil of the switch M9 to negative. The energizing circuit for the switch A4 may be traced from the segment 44 on the controller MC through conductor I95, an interlock I 96 on the relay 39, conductor I08 and the actuating coil of the switch A4 to negative. The energizing circuit for the switch A8 extends from the conductor I95 through an interlock I91 on the relay 39, conductors I98 and H1 and. the actuating coil of the switch A9 to negative.

At this time the motors are connected in parallel-circuit relation and certain of the motor The accelerating resistors are also connected in parallel in the motor circuit. The power circuit for the motors may be traced from the conductor I55 through the conductor I68, the switch LSI, conductors I59 and I99, the switch RI, the re sistors 26 and 21, conductor IN, the switch VI, and the resistor 23 to the conductor I12, and also from the conductor [68 through the switch LS2, conductors 20I and 202, the switch R2, resisters 29 and 28, conductor 203, the switch V2 and the resistor 24 to the conductor I12, thence through the switch MI, conductor I13, the series field winding I6 and armature winding I3 of the motor I0 and the switch A4 to ground, and also from the conductor I12 through the switch M5, conductor 204, the series field winding I1 and armature winding I4 of the motor II and the switch A8 to ground, and also from the conductor I12 through the switch M9, conductor 205, the series field winding I 8 and the armature winding I5 of the motor I2 and the switch AI2 to ground.

When the master controller MC is actuated to position 3, the pilot controller is rotated to position 3 by the pilot motor in the manner hereinbefore described. The controller AD is also rotated to position 3 since it is geared to the pilot controller.

As shown in the sequence chart in Fig. 2, the field shunting switch FSI is deenergized on position 3. When the controllers are actuated to position 4 the field shunting switch PS5 is deenergized and on position 5 the field shunting switch F89 is deenergized. In this manner the shunting circuits are removed from the field windings of the motors step-hy-step to apply full field strength to the motors and increase the motor torque.

When the controllers are on position 6 the resistor shunting switch R3 is closed to shunt the resistor 26 from the motor circuit. The energizing circuit for the switch R3 may be traced from the contact segment 13 on the controller AD through conductor 296 and the actuating coil of the switch R3 to negative.

It will be noted that the pilot controller may be rotated from position 6 to position 1 by the pilot motor when the master controller is moved to position 1 as the energizing circuit for the pilot motor is established through an interlock 201 on the relay 39. The energizing circuit for the pilot motor may be traced from the portion I of the segment 48 which is engaged by the finger I46 on the pilot controller, through con ductors I41 and I48, the interlock 291 on the relay 39, conductor I25, contact members 81 on the relay HR, which is in its deenergized position at this time, and thence through a circuit previously traced to the pilot motor.

When the controllers are on position 1, the switch R4 is closed to shunt the resistor 29 from the motor circuit. The energizing circuit for the switch R4 extends from the segment 13 of the controller AD through conductor 2% and the actuating coil of the switch R4 to negative.

Also, on position 1 the switch LRI is closed to shunt the resistor 21 from the motor circuit. The energizing circuit for the switch LRI may be traced from the contact segment 12 through conductor 299' and the actuating coil of the switch LRI to negative.

When the controllers are on position 8 the switch LR2 is closed to shunt the resistor 28 r from the motor circuit. The energizing circuit for the switch LR2 extends fro'm'the'segment I2 to conductor 2 and the actuating coil of the switch LE2 to negative.

It will be notedthat the closing of the switches LRI and LR2 permits the switches RI, R2, R3 and R4 to be opened which makes the resistors 25, 26 and 21 available for reconnection in the motor circuit in parallel with the resistor 23 and the resistors 28, 29 and 30available forreconmotion in parallel with the resistor 24, thereby providing an additional number of accelerating steps without materially increasing the number of resistors and resistor shunting switches.

When the controllers are On position 9 the switches VI and V2 are opened and the switch V3 is closed, thereby connecting the resistors 25, 26 and 21 in parallel with the resistor 23. The energizing circuit for the switch V3 may be traced from the segment I2 through conductor 2I2 and theactuating coil of the switch V3 to negative.

When the controllers are moved to position In the switch V4 is closed to connect the resistors 28, 29 and 30 in parallel with the resistor 24. The energizing circuit for the switch V4 extends from the segment I2 through conductor 2 I3, and the actuating coil of the switch V4 to negative.

The circuits through the resistorsmay now be traced from the conductor I55 through conductor I68, the switch LSI, conductor I69, the resistors 25, 26 and 21, conductor Ill, and the switch V3 to conductor I12, and also from conductor I55 through conductor 2I4, the switch LRI and the resistor 23 to the conductor I12. Likewise, a circuit extends from the conductor I55 through conductor I58, the switch LS2, conductor 20I, the resistors 30, 29 and 28, conductor 203 and the switch V4 to the conductor I12, and also from the conductor I55 through the conductor 2 I4, the switch LRZ and the resistor 24 to the conductor The resistor shunting switches RI, R2, R3 and R4 are closed in the order shown in the sequence chart, Fig. 2, as the controllers are moved through positions II, I2, I3 and I 4, thereby shunting the resistors 25, 26, 29 and 30 from the motor circuit. When the controllers are moved to position I the switches VI and V2 are reclosed to shunt the resistors 23 and 21, 24 and 28 from the motor circuit, thereby connecting the motors directly to the power source;

When the controllers are on position I6 the field shunting switches FSI, F85 and FS9 are reclosed to shunt the motor fields, thereby causing the motors to operate at their maximum speed in a manner well known in the art.

As explained hereinbefore, the master controller may be moved toward its last position either step-by-step or in one operation. The pilot controller follows the movement of the master controller and is stopped on a position corresponding to that of the master controller. The controllers may be actuated toward their oiT positions in the same manner as when the locomotive is operating on alternating current, as described hereinbefore.

From the foregoing description itis apparent that I have provided a system which is suitable for controlling the operation of a locomotive or other electrically propelled vehicle when it is operating on either alternating current or direct current, and furthermore it is apparent that the system herein described is suitable for controlling two or more locomotives when operating inmultiple. All of the locomotives during multiple operationmay be controlled from a single-master controller located in the leading locomotive, and the motors in each locomotive will be operating at the same Voltage and, consequently at the'same speed, since all of the pilot controllers will be in step with the master controller. herein described also provides protective features for insuring the correct operation of the control equipment. I

Since many modifications may be made in the apparatus and arrangement of parts without departing from the spirit of my invention, I do not wish to. be limited other than by the scope of the appended claims.

I claim as my invention:

1. In a locomotive control system, in combination, a motor, a power conductor, switching means for connecting the motor to the power conductor, a plurality of controllers for controlling the operation of said switching means, a pilot motor for driving said controllers at a predetermined speed, a master controller operable to a plurality of positions, a follow-up pilot controller, said pilot controller being driven by the pilot motor to a position corresponding to the position of the master controller, interlocking means on said switching means, and a relay energized through said interlocking means for stopping said pilot motor under predetermined conditions.

2. In a locomotive control system, in combina tion, a motor, a power transformer, a plurality of tap-changing switches for controlling the motor connections to said transformer, a plurality of controllers for controlling the operation of said switches, relay meansenergized. by the power transformer and cooperating with said controllers in the control of said switches, a pilot motor for simultaneously driving said controllers at diiferent rates of speed, and a manually operable master controller for controlling the operation of the pilot motor.

3. In a locomotive control sytem, in combination, a motor, a power transformer, a plurality of tap-changing switches for controlling themotor connections to said transformer, a plurality of controllers for controlling the operation of said switches, relay means. energized by the power transformer and cooperating with said controllers in the control of said switches, a pilot motor for simultaneously driving said controllers at different rates of speed, a master controller manually operable to a plurality of positions, and a follow-up pilot controller driven by the pilot motor to a position corresponding to the position of the master controller and cooperating with the master controller in. controlling. the operation of the pilotm-otor.

4. In a locomotive control system, in combination, a motor, a power transformer, a plurality of main tap switches, a plurality of auxiliary tap switches cooperating with the main tap switches to vary the voltage applied to the motor from the transformer, a controller for controlling the operation of the main tap switches, an additional controller for controlling the operation of the auxiliary tap switches, a pilot motor for driving said controllers, a master controller, a pilot controller driven'by the pilot motor and cooperating with the master controller in controlling the pilot motor, and interlocking means actuated by said main tap switches for also controlling the pilot motor.

5. In a locomotive control system, in combina- The system switches cooperating with the main tap switches to vary the voltage applied to the motor from the transformer, a controller for controlling the operation of the main tap switches, an additional controller for controlling the operation of the auxiliary tap switches, a pilot motor for driving said controllers, a master controller, a pilot controller driven by the pilot motor and cooperating with the master controller in controlling the pilot motor, and relay means responsive to the operation of said main tap switches for also controlling the pilot motor.

6. In a locomotive control system, in combination, a motor, means for connecting the motor to either an alternating or a direct current source of power, switching means for varying the voltage applied to the motor, a plurality of controllers for controlling the operation of said switching means, relay means energized by said power sources for also controlling the operation of said switching means, a pilot motor for driving said controllers, a master controller, and a pilot controller driven by said pilot motor and cooperating with the master controller in controlling the operation of the pilot motor.

7. In a locomotive control system, in combination, a motor, means for connecting the motor to either an alternating or a direct current source of power, switching means for varying the voltage applied to the motor, a plurality of controllers for controlling the operation of said switching means, relay means energized by said power sourcs for also controlling the operation of said switching means, a pilot motor for driving said controllers at different rates of speed, a master controller operable to a plurality of positions, and a follow-up pilot controller driven by said pilot motor to a position corresponding to the position of the master controller.

8. In a locomotive control system, in combination, a motor, means for connecting the motor to either an alternating or a direct current source of power, a transformer for varying the motor voltage when operating on alternating current, a resistor for varying the motor voltage when operating on direct current, a plurality of switches for connecting to taps on the transformer, additional switches for shunting the resistor, controllers for controlling the operation of said switches, a pilot motor for driving said controllers, a master controller, and a pilot controller driven by said pilot motor and cooperating with the master controller in controlling the operation of the pilot motor.

LYNN G. RILEY. 

